Engine.



Patented mar. I2, 19m. E. Y. MOORE.

ENGINE.

(Applicatioli filed July 20, 1899.)

3 Sheets-Shoat I.

(No Model.)

Y/Qfwesses.

No. 669,588. Pate nted Mar. I2, l90ll.

E. Y. MOORE.

ENGINE.

(Application filed July 20, 1899.) (Np Model.) 3 Sheota-8hwi 2.

E. Y. MOORE.

ENGINE.

(Application filed July 20, 1899.

No. 669,588. Patented Mar. l2, IQOL.

(No ll odal.)

3 Shasta-Shoat 3.

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v719%; #Tnvenibrj a J v NlTE GTATES FFlCE.

EDWARD YWIOORE, OF CLEVELAND, OHIO, ASSIGNOR TO THE CHISHOLM &

' MOORE MANUFACTURING COMPANY, OF SAME PLACE.

ENGINE.

SPEGIFICATION forming part of Letters Patent N 0. 669,588, dated March 12, 1901.

Application filed July 20, 1899- To all whom it may concern:

. Be it known that I, EDWARD Y. MOORE, a

citizen of the United States, residing at Cleveland, in the county of Cuyahoga and State of 'Ohio, have invented a certain new and useful Improvement in Engines, of which the following is a full, clear, and exact description, reference being had to the accompanying drawings.

My invention-relates to that general class of engines, as oscillating engines operated by compressed air, which are designed particularly for individual installationas, for

' example, on a crane or hoist.

I '5 The object is to simplify and cheapen the construction of such engines and render them more certain and efficient and better adapted for'their particular work.

The present invention is concerned with the main valve, its operating mechanism, and mechanism for centering it and with mechanism for allowing the load to operate the engine in the reverse direction, as when an elevated weight runs down.

The invention may be best summarized as consisting of the combination of parts hereinafter described,and enumerated in the claims.

The drawings clearly show my invention.

Figure 1 is a front elevation, and Fig. 2 is a side elevation, partly broken away, to show the interior. Fig. 3 is a front elevation of the interior of the engine looking from the same point as Fig. 1, but with the cover-plates and attached parts removed; and Figs. land 5 are elevations of the plates which cover the casing, the plate in Fig. 4 being attached immediately to the casing shown in Fig. 3 and the plate in Fig. 5 being attached to the outside of the plate in Fig. 4:. Figs. 6, 7, and 8 are sections through the valve-chest, being respectively a vertical longitudinal section, a vertical transverse section, and a horizontal transverse section, the sections being taken on the correspondinglynumbered lines on different figures. Fig. 9 is a vertical longitudinal section through the valve chest, wherein there is a modified form of centering device; and Fig. 10 is a transverse section of the valve shown in Fig. 9, being taken on the line 10 10 of that figure. Fig. 11 is a central Serial No. 724,548. lNo model.)

longitudinal section through one of the oscillating cylinders, being taken on the line 11 11 of Fig. 3. Fig. 12 is a detailshowing the adjustable spring of the air-releasing device, being a vertical section on the line 12 12 of Fig. 1.

The construction of the casing, cylinders, and valve-passages from the valve-chest to the cylinders herein shown is substantially the same as that shown and described in my prior application, Serial No. 701,118, and will be herein only briefly described.

A represents the casing; B B, a pair of oscillating cylinders within the casing, each of which has trunnions extending into the back of the casing and into the inner coverplate G. 0 represents the main shaft, which has a disk crank, around the pin of which take the pistons of said cylinders. The heads of the cylinders are flat on one side and have openings which are adapted to register with openings (designated 9' to y in the inner cover-plate G, whereby these cylinder-heads constitute valves as the cylinders oscillate.

In the outer side of the cover-plate G are a pair of grooves g" g each of which connects together four of the openings in the plate G. Thus the groove g connects the openings g and g which relate to opposite ends of the cylinder B, with the openings g and g which relate to opposite ends of the cylinder B, all of said openings being on the same side (left) of planes passing through the trunnions of the cylinders and the axis of the crank-shaft, and the other groove 9 connects the other openings g g and g g which are all on the right side of the respective planes. In operation if compressed air, for example, is admitted to either passage-way g g it operates to drive one piston outward and one piston 0 inward, which gives acontinuous rotation to the crank.

The outer plate is designated H. Through it there extend a pair of main ports h m, which open into the passages g g at the points g y", respectively. On the outerside of the plate H is the main valve, which governs these ports, the operation of which will now be described.

Secured to a boss 71 in the outer side of the plate His the valve-chest J. Within this chest and slidable upon the boss'between integral ribs 71 h thereon is the D-valve L. The operating fluidcom pressed air, for exam ple is admitted to the valve-chest through the central openingj. When thevalve is in central position, it not only covers the ports h h but it also has on its outer side a boss I, which closes the entrance-opening} The valve fits reasonably tightly between the plate H and the back of the valve-chest, and is thus mechanically held to its seat. Thus when the engine has operated to elevate a load, for example, and the cylinders contain compressed air the latter is incapable of forcing the valve away from its seat and allowing the load to run down if the main supply of air is out off.

Moreover, if the valve should leak at the ports h if this result would do no harm, for the boss Z keeping the entrance-opening closed there would be no exit for the compressed air.

Between the ports h h is the exhaust-port h,which communicates with the exhaust opening or pipe h, and the valve, as will be readily understood, when shifted in one direction or the other, connects one port or the other h h with the exhaust-port and opens the other to the valve-chest. This shifting of the valve is accomplished by a pull on one end or the other of the lever P, to which may be attached operating cords or chains. This lever is secured to the rock-shaft Q, which, as shown, is journaled at its inner end in the boss k andintermediate of its ends in the valve-chest, there being provided a suitable packing R and screw-cap S where the rod passes from the valve-chest. This rod carries the arm g, which'has the circular-shaped head q taking into a notch Z in the valve, which is of substantially the same width as the diameter of the head.

In order to give the valve a normal tendency to a central position, which thus allows the engine to operate only when the actuating-lever P is held down, I provide a spring centering device, which may be either in the form shown in Figs. 6 to 8 or in that shown in Fig. 9. Referring first to the former figures, T represents a pair of plungers which pass through the ends of the valve-chest into the tubular extensions j thereon. In these extensions ar'e helical springs U, which sur- .round the plungers and hear at their inner ends against rigid collars ion the plungers and at the outer ends against caps M, screwing onto the tubular extensions. When the collars t contact with the wall of the valvechest, the plungers extend inward just far enough to allow the valve to stand between them in its central position. When the valve, however, is shifted in either direction, the spring at that end of the chest becomes compressed and gives the valve a tendency to return. The collars thus limit the inward movement of the plungers and also form the shoulders against which the springs rest. In Fig. 9 the plungers and springs are carried by the valve itself. There, when the valve is in its central position, the plungers T just contact with the inner surface of the end walls of the casing. The collars 2f contact with the ends of the recesses Z in the valve which conders on the plungers provide positive stops limiting the action of each plunger to one side of the central position of the valve, so that when the valve is moved in either direction from its center it is opposed by the full force of one of the springs, while the other plunger ceases to act and its spring is prevented from reducing this opposition. Thus the valve is centered positively and accurately, even though the air-pressure gives it much friction against its seat, the springs provided being heavy enough to overcome this.

In using the engine for hoisting or other operations where there is a load having a tendency to run down, it is wasteful to operate the engines by compressed air for lowering the load. I therefore provide a ventvalve by which, when desired, each of the passages g g may be connected with the outer air. This allows the load to run down, the compressed air which is in the cylinders escaping through these vents and the engines thereafter operating idly as pumps to draw in air through one passage-way and force it out through the other. This vent-valve is constructed and operated as follows: On the outer side of the plate H is a boss 77?, through which a pair of holes h and h lead into the passage-ways g 9 Screwed into the center of this boss is a stud W, on which isjournaled the vent-valve Y, which has a pair of openings y M, which may or may not register with the openings h h", according to the position of the vent-valve. Extending from this valve is an operating-arm y. A pair of pins N and N, extending from the plate H, limit the movement of this arm in either direction.

The valve Y is given a normal tendency to remain closed (which, as shown, is in its uppermost position where the arm y is in engagement with the pin N) by the helical spring Z, which surrounds the stud NV and has one end taking into the valve Y and the other into a slot to in the stud. The torsion of this spring may be adjusted by withdrawing its upper end from the slot to and turning it a half a rotation one way or the other, the end then passing into the slot from the other direction. The spring is also given a compression to hold the valve against its seat 7 lar V.

From the foregoing it will be seen that when the load is elevated all that is necessary to do toallow it to run down is to pull down the lever y. This brings the openings y g into registration with the openings h h", and a free passage-way is provided between the engine-cylinder and the outer air and the loadat once descends. When it has reached the proper point,- the vent-lever y is released and the passages are closed by the spring Z and the load stops.

Having described my invention, I claim 1. In an engine, in combination, a chest having two opposite valve'seats, one of said seats having an inlet-port, the other having outlet-ports, a slide-valve lying between said seats and controlling the inlet and outlet ports simultaneously, substantially as specified.

2. In an .engine, in'combination, a valve chest having a valve-seat with an inlet-port, an opposite valve-seat with outlet-ports, a slide-valve operating to open and close the inlet and outlet ports and engaging both the seats, whereby a greater pressure either in the inlet or outlet ports increases the pres sure of said valve upon the seat opposite, substantially as described.

3. In an engine, the combination of a valvechest having an inner valve-seat withtwo outlet-ports and an exhaust-port therebetween, a D-valve mounted upon said seat, said valvechest having an outer seat with an inletport, said valve having a boss upon its outer side sliding upon said outer seat and operating the inlet-port, substantially as described.

4. The combination of a valve-chest, a valve therein, a pair of springs, plungers actuated thereby adapted to return said valve to its mid-position when removed therefrom and released, and means for stopping the action of the corresponding plunger when the valve moves beyond the center, substantially as described.

5. In an engine, in combination, a valvechest, a valve therein, plungers carried by one of said members, springs actuating said plungers, said plungers and springs cooperating to force the valve to its mid-position when shifted therefrom and released, shoulders on said plungers limiting their movement to such mid-position, and mechanism for shifting said valve, substantially as described.

6. In an engine,.in combination, a valve chest, a valve therein, mechanism for shifting the valvein eitherdirection from its normal position, a pair of plungers, springs pressingon said plungers giving them a tendency to bridge the distance each side of the center through which the valve may move, said plungers being provided with shoulders which come into engagement when said valve is at its normal position, whereby when the valve is moved from such position in either direction the plunger from which it moves cease to act, substantially as described.

7. In an engine, in combination, a valvechest, a valve therein, a pair of plungers having collars thereon, a pair of springs surrounding the plungers and bearing at one end against the collars thereon, the other side of the collars limiting the movement of the plungers under the influence of the springs, said plungers when the valve is in the central position being at their extreme position and having their projecting ends substantially extending across the space between the ends of the valve and the valve-chest, substantially as described.

8. The combination of a valve-chest, a pair of tubular extensions at opposite ends thereof, springs within said extensions, plungers within said extensions and extending into the valve-chest and pressed toward the valvechest by the springs, a valve within said valvechest which in its central position substantially engages with each plunger when the latter are at their innermost positions, substantially as described.

9. In an engine, a valve-chest, a pair of tubular extensions at opposite ends thereof, a pair of plungers within said extensions and extending through openings into the valvechest, shoulders ton said plungers limiting such inward movement, springs surrounding the plungers and hearing at their inner ends against said shoulders, caps screwing onto said extensions and forming an outer bearing for said springs, and a valve within said chest which at its central position is just engaged by said plungers when in their innermost positions, substantially as described.

10. In an engine, in combination, a cylinder, a main valve, passages connecting the valve and cylinder, openings into said passages, a vent-valve controlling said openings, and means for normally closing said ventvalve, substantially as described.

11. The combination of a casing, a pair of oscillating cylinders therein, a plate covering the casing, a valve-chest on the outer side of the plate, passages leading from the valvechest to the oscillating cylinders, a pair of openings leading from the plate beyond the valve-chest into the passage-ways from the valve-chest to the cylinders, and a vent-valve for controlling these openings, substantially as described.

12. In an engine, in combination, a cylinder, a main valve, a pair of passage-ways from the main valve to the cylinder, a pair of ventopenings leading from said passage-ways, an oscillatable valve having a pair of openings which may register with said vent-openings or may not, and means tending to keep the openings in the vent-valve out of registration with those of the passageways, substantially as described.

IIO

13. In an engine, in combination, a cylinin out of alinement with the said vents, subder, a main valve, apair of passage-ways from stantially as described. 10 the main valve to the cylinder, a pair of vent- In testimony whereof I hereunto affix my openings leading from said passage-ways, a signature in the presence of two witnesses.

5 vent-valve having a pair of openings which EDWARD Y. MOORE.

may or may not register with said vents, a Witnesses: spiral spring pressing the vent-valve upon PHILIP E. KNOWLTON, its seat and normally keeping the holes there- ALBERT H. BATES. 

